Freight loading apparatus



Dec. 6, 1955 K. J. TOBIN ETAL FREIGHT LOADING APPARATUS Original Filed Sept. 25. 1948 6 Sheets-Sheet 1 Dec. 6, 1955 K. J. ToBlN ETAL 2,725,826

FREIGHT 'LDING APPARATUS Original Filed Sept. 25, 1948 6 Sheets-Sheet 2 Dec. 6, 1955 K. J. ToBlN ETAL 2,725,826

FREIGHT LOADING APPARATUS Original Filed Sept. 25, 1948 6 Sheets-Sheet 3 E E JNVENToRs.

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Dec. 6, 1955 K, J. ToBlN ETAL 2,725,825

FREIGHT LOADING APPARATUS Original Filed Sept. 25, 1948 6 Sheets-Sheet 4 I I' Il /7a L ?.Tl H8 -1. 72 y :C /50 H9 l /'0- l\ 752 INVENToR.

Dec. 6, 1955 K. .1. 'roBlN erm. 2,725,826

FREIGHT LOADING APPARATUS Original Filed Sept. 25, 1948 6 SheetS-Steet 5 Dec. 6, 1955 K. J. ToBlN ErAL FREIGHT LOADING APPARATUS original Filed sept. 25, 1948 6 Sheets-Sheet 6 United States Patent Otiice 2,725,826 Patented Dec. 6,Y 1955 FREIGHT LOADING APPARATUS Kenneth J. Tobin, Chicago, Ill., and Sulo Michael Nampa, Detroit, Mich., assignors to Evans Products Company, Plymouth, Mich., a corporation of Delaware 8 Claims. (Cl. 10S-369) The present application is a division of applicants copending application, Serial No. 51,272, filed September 25, 1948, now Patent No. 2,497,683.

The present invention relates to improved loading apparatus, which is readily adjustable and widely adaptable to hold freight articles of different types in vehicles or storage spaces, and more particularly to improved equipment of this nature which is built into or combined with a vehicle, such as a railway freight car, to hold (that is, for example, to brace, support, or carry, space, wedge, or to provide shelves, partitions or bins for) a wide variety of packages or parts during shipment.

The principal object of this invention is to provide apparatus or equipment of the above generally indicated type, which is combined into an otherwise conventional freight car structure, in any improved manner, so as to strengthen and reinforce the same, and yet which is of minimum weight and cost, consistent with the sturdiness required of railway loading apparatus; to provide such equipment of the belt line type, comprising horizontally extending side rails combined with the car posts to produce very strong lattice-like wall structures for the car; and to provide such arrangements embodying improved removable and adjustable doorway features.

Further objects of the present invention areto provide an organization of the above generally indicated type, further characterized by the provision of improved, adjustable and removable cross bars, extending between the side rails, and having improved connections with side rails; to provide such structures wherein the bars embody pitch-splitting features which increase the neness of adjustment of the system; to provide such structures characterized by the provision of improved latching-type jaw arrangements.

Further objects of the present invention are to provide improved cross bar structures per se, as aforesaid, for use in the above as well as other freight loading organizations; and to provide bar structures which are readily convertible so that a single bar may be used in any of a plurality of dilferent freight loading organizations.

With the above as well as other and more detailed objects in view, which appear in the following description and in the appended claims, preferred but illustrative embodiments of the invention are shown in the accompanying drawings; throughout the several views of which corresponding reference characters are used to designate corresponding parts and in which: Y

Figure 1 is a perspective view of the interior of a freight car equipped with the present loading apparatus;

Fig. 2 is a broken view in horizontal section, illustrating a preferred structural relation between the belt line side rails and the upright side posts of the car, and taken along the line 2 2 of Fig. l;

Fig. 3 is a fragmentary view in vertical section, taken along the line 3 3 of Fig. 1, andfurther illustrating a preferred connection between the side rails and the upright side posts of the car;

Fig. 4 is a fragmentary view in horizontal section,

showing certain details of the present improved doorway arrangement;

Fig. 5 is a fragmentary view in side elevation illus. trating further details or" the doorway arrangement and further showing an end portion of the present improved convertible cross bar;

Fig. 6 is a fragmentary plan view, of the structure shown in Fig. 5; Y

Fig. 7 is a view in vertical section, taken along the line 7 7 of Fig. 6;

Fig. 8 is a view in vertical section, taken along the line 8 8 of Fig. 7;

Fig. 9 is a view in vertical section, 9 9 of Fig. 7;

Fig. 10 is a bottom view of the structure shown in Fig. 6;

Fig. 11 is a view in vertical section, line 11 11 of Fig. 7;

Fig. 12 is a fragmentary view illustrating one of several alternative freight loading organizations with which the improved convertible cross bar of the present invention may be used;

Fig.y 13 is a fragmentary view in vertical section, showtaken along the line taken along the ing the cross bar of Fig. 5 in condition for use with awall structure of the type shown in Fig. 12;

Fig. 14 is a somewhatdiagrammatic view illustrating the several successive stages involved in applying the cross bar of Fig; 13 to a wall'structure of the general type shown in Fig. 12; f

Fig. Y15 is a fragmentary View in longitudinal vertical section ofpa simplified form of cross bar;

Fig. 16 is a fragmentary plan view of the bar of Fig. 15;

Fig. 17 is a fragmentary view in vertical section, showing a modified construction of convertible cross bar;

Figs. 18 and 19 are, respectively, views in transverse vertical section, taken along the lines 18 18 and 19 19 of Fig. 17; and,

Fig. 20 is a view of the bar shown in Fig. 17, but converted for use with and applied to aywall structure of the general type shown in Fig. 12;

It will be lappreciated froma complete understanding of the present invention that the improvements thereof maybe embodied in widely diifering forms, that'certain of the elements or subcombinations found therein mayy be utilized independently of each other and of the com.

binationfas a whole, and that the present convertible bar,

though illustrated in connection with only several lknown,

alternative forms of general loading structures,may,

within the spirit of the invention, be utilized with others. Accordingly, the disclosure herein of specific forms of thev invention is to be regarded in an illustrative and not in a limiting sense. V v

Referring first to Figures l through 5, the illustrated railway freight car is, except in respect to the hereinafter described freight loading elements, of generallyV conventional construction.

Generally speaking, it comprises a usual floor structure 20, side walls 22 and 24, a roof structure 26, and end walls 28, one of which is shown in Fig. 1. AlthoughI the wall 24 is illustrated as extending uninterruptedly from and to the end of the car, and the wall 22 is illustrated as being provided with a door opening 30, it will be appreciatedthat in many instances, both side walls may be provided with door openings.

TheV structural elements which provide a frame for and support the -floor structure 20 form no party of thev present invention and are not illustrated herein. The framing structure for the side and end walls of the car primarily comprise the series of longitudinally spaced vertically extending upright intermediate posts 32, corner .posts 34, and door posts 36. The side wall posts areY Shown `inlFigure l, it being understood that `theintermediate posts for the end wall 28, if used, are concealed behind the usual wooden liner. The roof structure is dened generally by laterally spaced upper rails '38, and interconnecting rafters 40. The side walls and the roof are, of course, sheathed as indicated generally at 42 and 44.

In accordance with the illustrated embodiment of the present invention, the loading organization is ofthe belt line type, the basic elements of this loading organization being a series of horizontally disposed, longiutdinally extending, verticallyV spaced, side rails 46, arranged at respectively opposite sides of the car, in vertically alignedrelation, anda series of adjustable and removable cross bars 48. Important features of the present invention'have to do with the structure of the side rails 46 per se and their combination with the upright side posts,so as to form integrated and strong, but nevertheless light weight, lattice-like side wall structures for the car. More particularly, each latticed sidewall structure is made up of integrally interconnected upright posts 3z-34-36 (which extend between and are rigidly connected to the floor and roof structures -38) and the `series of vertically spaced side rails 46. As most clearly appears in Figs. 2 and 3, each individual side rail extends uninterruptedly from corner post to cornerV post of the corresponding wall except where interrupted by the previously mentioned door openings 30. Aspointed out above, in the illustrated embodiment, the door opening is' provided at only one-side and it will be understood, accordingly, that if a view corresponding to Figure 2 be based upon the Wall 24, it will duplicate Figure 2, except that the door'opening 30 and the door posts 36 would be lacking. Each individual side rail 46 is rigidly secured to -each of its corresponding `side, corner, and doorposts 32-34-36. As shown, these rigid connections'are-eifected by welding, the weld points being indicated at 50. 'It will be understood, of course, that if desired, each individual side rail may be made of an initially continuous length of material -or a succession of initiallyrseparate lengths. The welded joints-between the posts and `the side rail portions, of course,` integrates these side rail portions.

The side rails 46 resist bending both transversely of and vertically of the car. More particularly, in the illustrated form, the side rails 46 are ofy angle iron form, havingthe horizontally extending shelf forming anges 52, and the vertical'flanges 54. As hereinafter described, the door opening 30 may be and preferably is provided with a series of removable side rails 56, which duplicate the rails 46, and are removably connected tothe door postsf36.

It will beV noticed that the side rails 46 lie immediately inwardly of the c ar with respect to the posts 32-34-36, and that the'anges 52 face inwardly of the car. In .the preferredpractice of the invention, intermediate -buifer panels j58, .are secured to the sidewalls, in the space between adjacent pairs of side rails 46. Preferably, `and as illustrated, the inner surface of these buffer panels project into the car slightly farther than do the flanges 5,2. Thus, the buffer panels primarily define the inner wall surfaces andthese wall surfaces are free of .anyfreight engaging protuberances, which might otherwise .injure freight, either during loading or unloading, or in transit.

It will be .appreciated that the major freight-imposed loads, to which a freight car is subjected during transit, arehorizontal and lengthwise of the car, these loads being imposed primarily under abrupt starting or stoppingconditions. Inthe present structure, these freight imp osed loads are uniformly distributed between all of the upright wall posts, this distribution being effected by the rigidconnections between these posts and the side rails. These interconnecting and reinforcing side rails,` beingprovided with the vertically and horizontally extendingu strength portions ('in this case, flanges52 and ,54) ,amable towithstand substantial loads,. both in .ten-

sion and compression and lthus strongly resist buckling in directions either transversely or vertically of the car. Independently, of their function as supports for the cross members 48, accordingly, the present side rails 46 materially strengthen the freight car structureas a whole.

Each door post 36 carries a set of clips 37 which removably receive the vertical flanges of the door rails 56, and support them so that the ,horizontal flanges thereof are aligned with and constitute continuations of the fixed rails 46. Each door rail 56 may be and preferably is provided with apair of retractable, spring `biased locking -pins 57, disposed to be received in apertures provided therefor in the posts 36.

As shown, the posts 36 carry wooden nailing strips 39, which may serve as nailing surfaces to permit a conventional grain door to be fixed in place across the doorway. In applying such a door, the ends thereof may, of course, be notched toaccommodate those portions of rai1s.46 which project over thestrips 39.

Corning now to ,the relationbetween the side rails x46 and the cross bars 148, the rails are provided twith separate holding means, which are distributed in uniformly spaced relation along the length of the rails, so that the cross bars can be vapplied-thereto at` any desired point along the length ofthe car. `At the same time, the side rails are of a form which enablesthem to support the cross bars `while they are being moved from one adjusted position lengthwise of the car to another position. This feature materially reduces the work of installing the bars, since it is only necessary for the workman to initially position a cross baron the rail and thereafter shove 4it to a desired position. In the preferred and illustrated practice -of the invention, these holding means take the form of punched openings 60, and the corresponding holding means provided on the cross bars take the form of slightly tapered pins- 62, each end of each cross bar being preferably ,provided with `a pair of these pins 62, the spacing between-which `is a multiple of (in this case twice), the spacing between adjacent holes 60. Pins 62-have a working fit in holes 60.

Coming now `to a` preferred -construction of cross bar, and referring particularly to Figures l, and 5 through 10, each lindividual crossbar 48 comprises an intermediate freight engaging body portion 70, and a pair of identical end; heads 72 and '74. In order to enable the bar to accommodate itself to varying car widths (-which variations -may be due either to original-manufacturing variations, or to weaving of the car or the like), and in accordance with the -invention broadly claimed in -Nampa Patent 2,679,214 assigned to the assignee'hereof, the heads 72 and 74 are `telescopically related to the body 70 ofthe bar. lThe telescopic relation may, Vif desired, be employed inconnection with only one of theheads 72 and 74, in which event the non-telescopic head may be rigidly secured to the body '70. Only theheads 72 are shown in the more detailed figures, Figures 5 through l0.

As herein illustrated, each head 72 is a-forging,one end 76 whereof is rigidly secured, asby welding as indicated at 78, to a cylinderical sleeve 80. Sleeve 80 is slidably received in an o uter sleeve 82 which in turn is rigidly connected to the' body of the har. As best seen inFigure ll,the body of the bar isprimarily defined by a reinforcing Z-bar 90, having vertically extending flanges 92 and a web 94. Buffer bars 96 are rigidly secured in place on either side of the web 94 and serve to *define relatively soft freight-engaging surfaces all the way'around the bar. Y

The outer sleeve 82 may be Aand preferably is formed from an initially plane sheet of material,whichjis lfirst actedupon to define the axially extending grooves 98, and is Ithereafter rolled up'into cylindrical form and introduced into a notch provided therefor in the web 94. The` meeting edgesofthe sleeve 82 receive the web `94 between them, and lthe web-to-sleeve connections -are completed by welding (not shown). The sleeve 82 thus defines a cylindrical bore to receive the sleeve 80 and also denes the guide grooves 98. Sleeve 80 carries a drive pin 102 which limits the telescoping movement betweenthe parts. Assembly of the parts is completed by introducing sleeve 80 into sleeve 82 a short distance, and thereafter inserting the drive pin 102 through each of the oppositely disposed but aligned apertures 104 in sleeve 82, this operation being performed, of course, while the hereinafter described adapter arm 106 is swung out of interfering relation.

Viewed inplan, each head 72 defines an opening which is roughly rectangular, having a forward wall 110, a rear wall 112, and laterally spaced side walls 114. TheOpening defined by these walls receives the hereinafter described spring-biased, locking member or latch 116. The generally flat under side 118 of the forward wall 110, is disposed to directly bear upon the horizontal flange 52 of the corresponding side rail 46, and is provided with the two previously mentioned holding pins 62.

The previously identified latch 116, the nose 118 whereof underlies the flange 52 of the associated rail, is loosely journaled in the head 72, and is biased to a latching position by a spring 120 and also by gravity as can be readily seen in Fig. 7. More particularly, the latch is generally hook-shaped, as viewed in Fig. 13, and comprises the nose 119 and the bearing portion 122. Portions 119 and 122 are interconnected by laterally spaced legs 116:1. The bearing portion 122 is loosely journaled in a bearing defined by the inner surface 110a of the front wall 110, and a pair of laterally spaced lugs 124 which project inwardly from the side walls 114. A drive pin 123 blocks removal of the latch from the bearing 110-124.

Laterally spaced arms 126 project upwardly and rearwardly from the ends of the bearing portion 122, and are bridged at their outer ends by .a connecting portion 128. Spring 120 is illustrated as being formed from a continuous length of spring wire bent upon itself to define a bight 130, which bears against the rear wall 112, and has spaced upwardly extending legs 132. These legs 132 extend over, around, and-under the connecting portion 128 and the extreme ends thereof are hooked behind the leg portions 116a. From the foregoing, it will be appreciatedthat the latch 116 may readily be swung in ay clockwise direction as viewed in Figure 7, from the holding position shown therein, to a position in which it does not interfere with a movement of the pins 62 into or out of the openings 60. The spring 120 only lightly opposes such a clockwise rotative force applied to the latch 116. On the other hand, the latch positively resists vertical forces applied to the bar 70, tending to lift it away from the rails. This is because of the hook-like character of the latch.

In applying a bar between the rails 46, the latches 116- associated with the heads thereof are, of course, swung to inactive position, and the bar is thereupon laid upon the shelves or flanges 52. Because of the free` telescopic connection, the heads 72 may readily be moved to a position in which, though the bar is supported by the rails 46, the spacing between the pins 62 at one end of the bar and those at the other end of the bar diers from the lateral spacing between the holes 60 in the rails 46 at opposite sides of the car. Under these conditions, while supported on the rails by its two pins 62, the cross bar 48 may readily be slid along the rails 46 until the desired position of adjustment is reached, after which the telescopic connection may be adjusted slightly, enabling the sets of pins 62 'to drop into In this use, the provision of two or more pins such as 62 prevents rolling over of the bar while thus supported. Thereafter, the latches 116 may be released, at which time they-` assume the latching position under the influence of gravity and of their biasing springs 120.

Alternatively, the bar 48 may be laid upon the rails their respective holes 60.

46, with the latches 116 in active position, in which event l the under sides 11911 of the noses 119 rest upon the rails bar toY drop into a selected locked position. Both the j surface 119a and the inclined surfaces 119b on the head 72 will, if resting on rail flange 52, tend tocam the head inwardly in a direction tending to cause the pins 62 to drop in holes 60.

lt will be apparent that the general use and the flexibility of the present freight bracing or loading apparatus and its abiilty to support freight against longitudinal displacement in the car, support freight iny tiers or decks, and subdivide it into various compartmentsV are essentially or generally the same as that disclosed in the copending application, now Patent 2,679,214 issued May 25, 1945 of the present applicant Nampa, and hence this common mode of general operation and its advantages need not be repeated here. Y

In freight loading systems of the general type disclosed, i. e., in which a freight engaging member, such as a cross bar or its retaining means, is held in a selected adjusted position along the car side walls by a positive type of securing means such as interengaging teeth or the engagement of one or more pins or projections in holes or recesses carried by the car side walls, a coarse or relatively wide pitch or spacing jof these positive type securachieve simplicity, lower cost, and in some respects, greater sturdiness. In many and perhaps in most types of loads, only a relatively coarse pitch spacing or fineness of adjustment is required. However, in certain types of freight loads a finer pitch or adjustment is desirable. Hence, there is a need for a pitch splitting arrangement or a means to subdivide the normal pitch spacing when necessary which is of low cost, retains the simplicity land sturdiness of the original system, Vand which does not introduce any additional movable elements or extra connections or engaging surfaces. Such arrangements are provided by the present invention in which it will be apparent that while the preferred utility of the pitch reducing arrangement is in the adjustments longitudinally of the car yet its use in other adjustments such as vertical, is within the broader purview of this invention asis the utilization of the present principles of pitch splitting in connection with securing means other than pins or pro' jections received in holesand in connection with members other than the present securing means or pins 62 engaged simultaneously.

Corning now to the pitch splitting feature ofthe presentv invention,` it will be noticed that though the pins 62 are approximately symmetrically arranged with respect to the longitudinal axis of the bar for a substantially symmetrical loading of the bar, but considered as a pair they are non-symmetrical by one-quarter of the spacing be-v tween adjacent rail holes 60, the offset being in the same direction at both ends of the bar. Accordingly, considering two particular pairs of holes 60 at opposite sides of the car, the position of thebar body, lengthwise of the car, can be varied one-half of the pitch or spacing of adjacent holes 60 by turning it end for end to thus in effect `add or This pitch splitting feature, of course, has the effect of halving the pitch or hole spacing or, stated otherwise, i

has the effect of increasing, in this instance, doubling the number of adjusted positions which could otherwise be l of loads applied to the bar have little or no tendency to ing means along the side wall members is desirable to subtract the one-quarter pitch offset.

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cock it orrock it about Vits; axis. Even though this'broad bearing'is provided also, itis-to be noted that the entire# structure of each head72`74'liesl within the contines of the barbody. Thus, the bar heads never interfereV with freight articleswhich may extend, toward the car wall, beyond-the ends of the bar body-70.V Injury to freight articles by the heads -is thus effectively prevented.

Asl-thus far described, the bars 48 are raised-'to cooperatewith side wall structures of the previously described type wherein the supporting rails are provided with pin receiving apertures. As previously pointed out, an` importantfeature ofthe present invention resides in arranging the bars 48A so that they can readily be convertcd= for use lwith other types of` supporting structures.

United" States- Patents Nos. 2,091,869, granted August' 31, 1937, to McCurdy, and 2,030,773, granted February 11,1936, to Thomas, are illustrative of a commonly encountered. such alternativetypel of bar supporting structure. A

Inthesearrangements, thecar walls are either partly or entirely covered with apertured structures, either tixedly or adjustably positioned, andtheapertures in which are adapted to receive retractable pin arrangements carried at the ends of the bar. Figure 12 illustrates fragmentarily a portion of a car wall structure, arranged in accordance with said Thomas patent. In this figure, a metallic lining 140 is provided, which lining is provided ywithV horizontally extending rows of spaced keyhole-like apertures 142, these rows beinglspacedvertically and the apertures in alternate rows beingvertically arranged in staggered relation to give an adjustment between the pitch of one row by moving the bar down` or up one row. Sucha wall structure is shown in Figures 13 and 14. There is and has been a decided need in the freight loading industry for a,.so to speak, universal bar, which can be utilized in cars provided with any of a variety of side supporting structures. This need is well filled by the bar of the present invention.

Further, in the cross bars now usually employed with perforated wall types of cars as exemplified by the abovementioned McCurdy and Thomaspatents, there is no anti-pull-out retaining means. Such anti-pull-outmeans as have been proposed are believedV to have been im-` practical. Hence these bars'now commonly used with such perforated wall cars do pull out permitting the bars to dropT during adjustment 1 or in transfer due to inaccuracies `or to changes in the car widths-due to weaving or bulgingof the car side-walls. Thus there is also a need for a practical and eiicient anti-pull-out means which is easy to use and substantially fool-proof. This needv applies, not only to, so-called, universal bars but to other types including oars designed or intended for use only in the perforated wall type cars. This need is also met by the present ,invention and the present arrangement of the retaining member with its anti-pull-out portion on a swinging support (as embodied in adapter 106) may be employed to advantage in bars designed only for perforated wall type cars.

More particularly, and referring now particularly to Figures 7 through 10 and 13 and 14, each of the heads 72 (and, of course, the heads 74) is provided with one of thepreviously but briefly referred to adapters 106. Each adapter 106 is, as viewed in Figure l0,` of general U-shaped form, having laterally spaced legs 150 and a connecting bight or bridge 152, the thickness of which is approximately that of the flange 52 of the previously described rails 46. The outer ends of the legs 150 are apertured to receive a pivot pin 154, which is rotatably journaled in bearing openings provided therefor in bosses 156 which project downwardly from lthe previously identitied rearwall 112. Drive pins 158 hold the shaft 154 and the adapter 106' in assembled relation to eachother andto vthe bosses 156.` v

In raccordance with the'presentinvention,4 means are provided to releasably, but fairlyy positively, hold4 the J'tions `between the-heads 72. This arcuate 8- adapter inthe retractedrout of the way position of Figure 7, and to lightlyA bias it to by a drive pin 162. Only four sides of the cam 160 are' active, the six sided relation being preferred to enable `the same cam to be usedin connection with heads at either end of the bar.

A reinforcing rib 164 extends rearwardly from` the rear wall 112 rand is bored from the under side to receive a holding pin 166* and a biasing spring 168. In the position shown in Figure 7 the pin 166, of course, bears upon the highest one of the ats on cam 160 andyieldingly holds the adapter 106 in thel illustrated position. Similarly, the pin 166 bears in succession against the next two ilats to yieldingly hold the adapter 106 in, respectively, the positions marked b and c in Figure 14. Finally, the pin 166 bears against the at opposite to the one shown in Figure 7, to yieldingly hold the adapterin the active positionof Figure 13.

In the active position of Figure 13, the engaging or retaining portion or the offset nose 170iof the adapter extends through a corresponding opening 142 inthe wall` panel 140, and a portion of the nose lies behind and in holding or anti-pull-out relation to the wall panel 140.

In this position, also, the pins 62 on head 72 project (with a working fit) through openings the adapter bridge 152, and the upper surface of the adapter bridge bears directly against the previously identitied flat under side 118 72. The openings 174 are slightly elongated to permit entry of the pins 62 during the swinging movement of adapter 106. With this relation, it will be appreciated that the vertical loads applied to the bar are transmitted directly from the adapter bridge and head engaging surfaces and are not required to be transmitted, in any large part, through the pivotal connection between the head and the adapter. Similarly, loads applied to the bar longitudinally of the freight car, are transmitted directly from the pins 62 to the adapter 106, thereby in a large part, if not entirely, eliminating these loadsfrom the pivotalconnection between the adapter and the head.

The nose 170 is offset laterally from the bar axis to provide the aforesaid pitch-splitting feature. As before, theoffset is a sub-multiple of the spacing between two adjacent holes 142-in vertically spaced and adjacent rows. This arrangement is preferred here in view of the pitch reduction permitted by lowering or raising the bar one row inthe alternately offset rows of these perforated wall cars.

In applying a bar 48 to shown in Figure l2, the action is substantially as illustrated in Figure 14. In this ligure, in the uppermost position, the heads 72 are telescoped outwardly to a point where they are immediately adjacent, or may in fact engage,A the wall panels 140, and the adapters 106 are swung downwardlyto points where the noses 170 are just ready to enter a corresponding pair of apertures 142. lf now the bar is swung out, advancing the noses 170through the aper` tures-142 and bringing the shoulders 170a behind and in holding relation to the panel 140.

While the adapters may locking or engaging position as the bar is raised, yet the presently disclosed arrangement is preferred since in use it is easier to lower the bar permitting the adapters to swinginto engaging position.

Thereafter the bar may be lowered into place, during which movement the adapters swing about'their pivot pins 154. During the course of this movement, theser pins 154, ofcourse, followan arcuate path, such action being permitted by the telescopic connection or` Connecpath is shown the preliminaryV or cocked positions indicated lat b and c in Figure 14, and the active l position shown in Figure 13.

174 provided therefor inv of the front wall 110 of the head Y a wall structure of the type lowered slightly the adapters may be be arranged to swing into in somewhat exaggerated fashion in Figure 14, position c being approximately at the upper limits of thetelescopic adjusting movement.

It, will be noticed that when the bar is in place, the noses 170 substantially entirely iill the openings 142 leaving only the small semi-circular enlargements at the tops and bottoms. If desired, of course, the noses 170 may be provided with ridges to lill thesey semi-circular spaces.

The'full use of the entire horizontal and vertical surfaces of the openings 142 materially increases the load bearing capacityof the panels 140, as will be understood. This full use is permitted by the configuration of the noses 170, it being noticed that the dimensions indicated at X in Figure 13 are just slightly less than the vertical heights of the aperture 142. The width of the noses 170 indicated at Y in Figure is, of course, just slightly less than the length ofveach opening 142. The justmentioned differences need be, ofcourse, only large enough to allow for reasonable manufacturing tolerances. Similar considerations make -it preferable to allow for a small gap between the shoulder a and the panel 140, when the parts occupy the position of Figure 13.

It will be appreciated from the foregoing that the connections between the adapters 106 and the side panels 140 are such that the bars, after being installed as aforesaid, cannot be removed except by a reversal of the action described with respect to Figure 14. The noses 170 by lying behind the panels 140, positively prevent any tendency of the wall spacing to change in transit, due to weaving or other causes, causing the adapter to pull out of the holes, and drop the bars. This is a'diflculty frequently encountered with conventional cross bars.

Moreover, the aforesaid connections between the adapters 106 and the openings 142 establishes what will be recognized as an end-restraint connection between the bars 48 and the side wall structure. This end restraint connection, of course, materially increases the beam loading capacity of the organization, since beam loads, instead of being borne entirely by the bar structure, are distributed to the wall structures. This same advantage of end-restraint is, of course, achieved with the bar when used as shown in Figure 5, and is provided by the closely fitting pins 62 and apertures 60.

The simplified embodiment of Figures 15-16 is like that of Figure 7 except that it does not include the adapter 106 and so is not convertible. Similar reference characters indicate corresponding parts and it is thought that no further description of Figures 15-16 is needed.

Figures 17 through 19 illustrate aV modified bar construction, arranged for use with side rails such as 46, and Figure 20 shows the same bar converted for use with a wall panel structure such as is shown in Figure 12.

Referring particularly to Figures 17, 18, and 19, the body 130 of the bar is of generally boxlike form. Near each end, the body 180 is provided with an insert in the form of a channel member 182, the anges of which are welded to the bar body as indicated at 184. In this instance, the head comprises an elongated H-shaped forging 186, the rear portion of which is of channel shape and is slidably received in and guided by the previously mentioned channel 182.

The adapter 190 is pivotally connected, by a pin 192, to a generally downwardly presenting channel-shaped member 194, which is slidably received in the bar body, and the web of which lies in surface engagement with the web of the fixed channel 182. Bolts 198 interconnect the forging 186 and the lower member 194. Washers 200 are carried by these bolts, and are approximately the thickness of the web of the channel 182. One of these washers and its corresponding bolt ride in a longitudinal slot 202 provided in the web of the channel 182. The other washer, in the position shown in Figure l5, abuts the end of the web of the member 182. With this relation, it will be appreciated that telescopic movement between the head structure 204 and the bar body 180 is bar. If it is to be utilized at only one end, the head I structure may be locked in 182. y e

The outer end of the head 204 defines a wall 206, having a iiat under side 208, and pins 210, which cooperates with an associated side rail v46 in the previously described manner. Additionally, the head 204 may be provided with a latch 212, biased to active position by a tension spring 214.

In further accordance with the present invention, the adapter 190, normally'held in the retracted position by a holding spring 214, may be swung to the position of Figure 18 for cooperation in lthe previously described manner with'wall panel 140. In ythis instance, also, when in the active position, 'loads are transmitted directly between the adapter and the nose 206 of the head 204, thus largely relieving the pivot 190 of such loads.

Although only several embodiments are disclosed in detail in this specitication taken with the drawings, it is to be understood that variousmodifications and other forms of the invention may be employed within the scope of the appended claims.

What is claimed is:

' 1. A box car having side walls with side door openings therein and having vertical posts defining said door openings, freight holding equipment including vertically spaced, longitudinally extending supporting members secured to and extending along and inwardly from the car side walls and nearly up to said door openings, said members having engaging means spaced therealong, removable door opening bridging supporting members to extend between the ends of said first supporting members at said door openings and also having engaging means spaced therealong in line with the engaging means on said supporting members, clips forming upwardly opening recesses secured on the side faces of said door posts inwardly of the car at levels corresponding to said first supporting members, and means on said removable supporting members adjacent each end thereof to be received in the openings formed by said clips.

2. The Vstructure dened by claim 1 in which said posts have holes in their door opening defining faces at levels corresponding to said first supporting members and said removable supporting members have movable bolts engaged in said holes.

3. As an article of manufacture, a freight holding cross bar adapted to be removably rested on and slid along to adjusted position on and there engaged with selected spaced vertical openings in a horizontally extending shelflike portion of one of a plurality of vertically spaced and longitudinally extending structural members along opposite inner sides of a freight car, said bar having a head at each end, at least one of said heads being mounted for limited free, axial telescopic motion relative to said bar, each head having two downwardly projecting pinsspaced apart longitudinally of the car to engage in selected ones of said openings, said bar, when telescoped so that said pins do not coincide with said openings being slidable along with its two pin ends resting on said shelf-like portion to prevent rotating of said bar about its axis as it is moved to adjusted position, and its pins aligned with selected openings by a telescopic motion.

4. A box car having side walls including inside, longitudinally spaced, vertical posts including end posts and door opening defining posts, members each formed by structural sections having a shelf-like portion with a smooth upper surface extending horizontally and transversely inwardly of the car and having longitudinally spaced holes therealong and spanning and rigidly secured to all of said posts along each side of the car from its ends to its door openings in vertically aligned relation to distribute freight imposed loads between said posts and forming a permanent and stilfening lattice-like structure place relative to the channel 11 witht said car wall posts, a plurality of removable and adjustable freight bracing crossbars extending between, resting on, and secured rat each of their ends to said rst mentionedrnembers byy two downwardly extendingI pinsl spaced longitudinally of the car to form cross-memberstiifening, non-pivotal end connections in which bending of therst mentioned members is resisted by their transverse portions, and each of said cross bars having a limited, free',` axial telescopic connection' intermediate its' ends whereby said bars' may be telescoped so that the lower ends of its two pins are spaced laterally from said holes to prevent dropping of said pins as said bar is slid along to selected'position with its'weight slidably carried on` its pinV ends and then telescopically adjusted to drop both of sa'id'pins' in selected holes.

5.' ln'a freight car or the like having a side wall including vertical frame members, at least one horizontallyextending support member having a horizontal frange along the length thereof extending transversely of the side wall; said ange having holes therein to receive projections on cross bars, said holes in their entirety being spaced inwardly of the side edges of said flange, said support'member having a vertical flange engaging said vertical frame members, and means on the vertical frame members providing sockets to detachably receive and removably` secure said support member to-a plurality of said verticals for manual removal at will.

6. In a freight car or the like having opposite side walls including-vertical frame members, a series of vertically spaced horizontally extending support members of substantial length on each side wall and each comprising an angle bar including a vertical flange and a horizontal flange, each of said vertical flanges being engaged with and secured in welded joints to a plurality of said vertical frame members so that said support meint-ners and" said vertical members form a' rigid lattice-like structural framework for the car, said support members onloppo site walls being horizontally aligned and each having said horizontal -ange along the length thereof extending transversely of its respective side wall, said horizontal flanges having holes therein contained totally between the side edges of the ange and spaced substantially uniformly from each other along the length of the member, a-freely telescopic cross bar extending across the freight car and having at each end as a part thereof at least one vertically extending pin fitted in one of said holes in the support member in that side wall and also having a horizontal bearing surface resting on the horizontal flangeofsaid member.`

7. The invention set forth in claim 6 wherein each end of said cross bar has two of said vertical pins of" References Cited in the tile of this patent UNITED STATES PATENTS Re.20,860 Thomas Sept. 13, 1938 1,597,091 McMahan Aug. 24, 1926 2,294,795 Moses Sept. 1, 1942` 2,466,728 Nampa Apr. 12, 1949 

